EP2376307B1 - Method and device for controlling a drive train - Google Patents

Method and device for controlling a drive train Download PDF

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Publication number
EP2376307B1
EP2376307B1 EP09760522.4A EP09760522A EP2376307B1 EP 2376307 B1 EP2376307 B1 EP 2376307B1 EP 09760522 A EP09760522 A EP 09760522A EP 2376307 B1 EP2376307 B1 EP 2376307B1
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EP
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Prior art keywords
value
deviation
setpoint
torque
actual value
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EP09760522.4A
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German (de)
French (fr)
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EP2376307A2 (en
Inventor
Andreas Heyl
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/003—Dynamic electric braking by short circuiting the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method and a device for controlling a drive train according to the preambles of the independent claims.
  • a method and such a device is known from DE 198 51 457
  • a nominal value for a torque of the drive unit is formed.
  • an actual value for the torque is detected and formed as a function of the setpoint value at least one control variable for the torque of the drive unit.
  • a signal is generated which reduces the control quantity if the actual value exceeds the setpoint.
  • the directive ECE R100 for battery-operated electric vehicles requires that a fault (for example in the engine control unit) in a stationary, unbraked vehicle must not lead to a movement> 10 cm. (See section 5.2.2.3: The unintentional acceleration, deceleration and reversal of the drive system must be ruled out.) In particular, a fault (eg in the power grid) must not cause a stationary, unbraked vehicle to move more than 0.1 m. )
  • Electric motors are monitored for unwanted torque. Once an error is detected, the electric motor goes into its safe state, in which he can no longer make a positive moment. For the prevention of a unwanted movement, very short error reaction times are necessary. These are difficult to realize leading to a reduction in availability.
  • Known concepts work with fault times of 500ms. However, even at low speeds, electric motors set their maximum torque, so that a corresponding error can lead to a movement of several meters, depending on the vehicle. A reduction of the error times is possible, but comes in part to technical limits.
  • a known concept is based on a monitoring of the function computer by a monitoring module in which a question-answer communication is performed between these components.
  • the JP 63011434 describes a method, in the execution of which a speed of a front wheel is compared with a reference value. If the speed of the front wheel is less than the reference value, a corresponding signal is generated.
  • control unit for the electric power of an engine is described.
  • the control unit should be designed so that at a vehicle speed below a predetermined value, an operation performed by the control unit is automatically aborted.
  • the invention provides a method for controlling a drive train with at least one drive unit having the features of patent claim 1 and a device for controlling a drive train with at least one drive unit having the features of patent claim 7.
  • the technical background is that a deviation of the desired functionality of the drive unit can be detected and in response to the first signal is generated.
  • This first signal is itself or as a trigger for implementing measures that ensure safe operation of the drive train.
  • a safe operation of the drive train is understood here that in particular the effects of the drive train to the outside, ie z. B. the torque acting on the drive wheels either the desired functionality correspond, or be converted into a reliable condition.
  • the first signal is generated, which ensures safe operation of the drive train.
  • a faster intervention of the method and the device can be done and safe operation of the drive train can be ensured.
  • the monitoring changes to the more sensitive mode when the vehicle is at a standstill, with shorter fault tolerance times and narrower torque limits.
  • a brake function is activated, e.g. active braking via an electric brake or activation of a transmission lock or braking via a dual-clutch transmission by closing both clutches. In this state, there is no danger from unwanted movement.
  • the braking device acts counteract a torque of the at least one drive unit of the drive train.
  • the drive train is transferred to a safe state. So not only the torque of the drive unit is withdrawn, but the vehicle is actively braked by other systems. Thus, vehicle rollback is prevented by, in particular, inertia of the vehicle and / or stored energy in the powertrain (e.g., automatic transmission converters).
  • a development of the invention is characterized in that during the activated brake function, a desired value for a torque of
  • Drive unit can be specified and an actual value of the torque is detected. If the deviation of the actual value from the nominal value is less than the magnitude of the deviation value and / or the deviation of the actual value from the nominal value lasts shorter than the predefinable amount of the deviation time duration, a second signal is generated. This signal deactivates the brake function. If, on the other hand, the deviation of the actual value from the desired value is greater than a predefinable amount of the deviation value and / or the deviation of the actual value from the desired value lasts longer than the amount of the deviation time duration, then a third signal is generated. This ensures that the drive unit no longer delivers torque.
  • the technical background is that after the activation of the braking device, the nominal functionality of the Antriebsaggrgates is checked again.
  • the braking function is deactivated. This means that there is no significant deviation of the actual value of the torque of the drive unit from the setpoint value.
  • the nominal functionality of the drive unit is reproduced, thus in particular the drive train is controllable again. As a result, the brake function is deactivated and the drive train is driven normally again.
  • a third signal is generated.
  • This signal ensures that the drive unit no longer delivers torque.
  • the drive unit can be actively braked or the drive wheels are mechanically separated by opening a clutch or laying out a gear of the transmission from the drive train.
  • This functionality advantageously creates the possibility of checking the malfunction once more in a reliable condition of the drive train. If the malfunction is no longer present, the brake function is deactivated and the drive train is actuated normally again. If the malfunction continues, the drive unit is transferred to a state in which it can no longer deliver torque. Instead of irreversibly switching off the electric motor (until the next ignition off - on operation), the control unit checks whether the torque-relevant fault persists when the drive train is safely blocked. If not, an immediate restart can be allowed, especially after reporting to the driver. This can reduce the number of irreversible shelters and increase availability.
  • a development of the invention provides that during the activated brake function, a warning message is output and a means for deactivating the brake function is provided, which can generate a second signal.
  • This second signal deactivates the brake function.
  • the technical background of this embodiment is that an operator is given the opportunity to influence the process. Accordingly, when the brake device is activated, a warning message is issued informing the operator of the malfunctioning and possibly of the dangers resulting therefrom.
  • a means is provided with which he can actively disable the brake function.
  • a second signal is generated by actuation of the means, which deactivates the braking function.
  • such a possibility is created to override the automatic function of the controller.
  • a development of the invention provides that the first signal activates an electric brake, a transmission lock and / or both clutches of a clutch transmission as the at least one braking device of the drive train.
  • the technical background of this development is that different braking devices can be used to achieve a braking effect, which counteracts the torque of the drive unit.
  • different braking devices can be used to achieve the braking functionality.
  • a development of the invention is characterized in that the warning message informs about the present defect and the resulting hazards.
  • Technical background and advantage of this development are that the operator is clearly informed, which defect is present and what hazards may arise thereon.
  • very different errors with very different causes and effects can occur. This creates the possibility for the operator, depending on this information, to decide whether he wants to actively override the automatic control of the drive train or wants to maintain it.

Description

Stand der TechnikState of the art

Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur Steuerung eines Antriebsstrangs gemäß den Oberbegriffen der unabhängigen Patentansprüche. Ein derartiges Verfahren bzw. eine derartige Vorrichtung ist aus der DE 198 51 457 bekannt Dort wird ein Verfahren und eine Vorrichtung zur Steuerung des Drehmoments einer Antriebseinheit vorgeschlagen. Wenigstens auf der Basis der Stellung eines vom Fahrer betätigbaren Bedienelements wird ein Sollwert für einen Drehmoment der Antriebseinheit gebildet. Ferner wird ein Istwert für das Drehmoment erfasst und in Abhängigkeit des Sollwerts wenigstens eine Steuergröße für das Drehmoment der Antriebseinheit gebildet. Abhängig von der Abweichung des Sollwerts und des Istwerts wird ein Signal erzeugt, durch welches die Steuergröße reduziert wird, wenn der Istwert den Sollwert übersteigt.The invention relates to a method and a device for controlling a drive train according to the preambles of the independent claims. Such a method and such a device is known from DE 198 51 457 There is proposed a method and apparatus for controlling the torque of a drive unit. At least on the basis of the position of a driver-operable control element, a nominal value for a torque of the drive unit is formed. Furthermore, an actual value for the torque is detected and formed as a function of the setpoint value at least one control variable for the torque of the drive unit. Depending on the deviation of the setpoint and the actual value, a signal is generated which reduces the control quantity if the actual value exceeds the setpoint.

In der Richtlinie ECE R100 für batteriebetriebene Elektrofahrzeuge wird gefordert, dass ein Fehler (z.B. im Motorsteuergerät) bei einem stehenden, ungebremsten Fahrzeug zu keiner Bewegung > 10cm führen darf. (Vgl.Abschnitt 5.2.2.3: Die unbeabsichtigte Beschleunigung, Verzögerung und Umsteuerung des Antriebssystems müssen ausgeschlossen sein. Insbesondere darf eine Störung (zum Beispiel im Antriebsnetz) nicht dazu führen, dass sich ein stehendes ungebremstes Fahrzeug um mehr als 0,1 m fortbewegt.)The directive ECE R100 for battery-operated electric vehicles requires that a fault (for example in the engine control unit) in a stationary, unbraked vehicle must not lead to a movement> 10 cm. (See section 5.2.2.3: The unintentional acceleration, deceleration and reversal of the drive system must be ruled out.) In particular, a fault (eg in the power grid) must not cause a stationary, unbraked vehicle to move more than 0.1 m. )

Elektromotoren werden auf ungewolltes Drehmoment überwacht. Sobald ein Fehler festgestellt wird, geht der Elektromotor in seinen sicheren Zustand, in dem er kein positives Moment mehr stellen kann. Für die Verhinderung einer ungewollten Bewegung sind sehr kurze Fehlerreaktionszeiten notwendig. Diese sind schwer zu realisieren führen zu einer Reduzierung der Verfügbarkeit. Bekannte Konzepte arbeiten mit Fehlerzeiten von 500ms. Elektromotoren stellen jedoch schon bei niedrigen Drehzahlen ihr Maximalmoment, so dass ein entsprechender Fehler je nach Fahrzeug zu einer Bewegung von mehreren Metern führen kann. Eine Reduzierung der Fehlerzeiten ist möglich, stößt jedoch z.T. an technische Grenzen. Ein bekanntes Konzept baut auf einer Überwachung des Funktionsrechners durch ein Überwachungsmodul auf, bei dem zwischen diesen Bauteilen eine Frage-Antwort-Kommunikation durchgeführt wird. Die Zeit zwischen einer Frage und einer Antwort kann aufgrund der Sequenzierung der SW-Module im Funktionsrechner (oft >10ms) nicht weiter reduziert werden. Selbst wenn die Zeiten reduziert werden, kann das negative Folgen für die Verfügbarkeit des Systems haben, da Fehler weniger lange entprellt werden und schneller zu einem Abschalten führen. Auch mit kurzen Fehlerreaktionszeiten ist bei abschüssiger Straße bei einem ungebremsten Fahrzeug nach einem "Drehmomentenstoß" ein Rollen größer 10 cm wahrscheinlich.Electric motors are monitored for unwanted torque. Once an error is detected, the electric motor goes into its safe state, in which he can no longer make a positive moment. For the prevention of a unwanted movement, very short error reaction times are necessary. These are difficult to realize leading to a reduction in availability. Known concepts work with fault times of 500ms. However, even at low speeds, electric motors set their maximum torque, so that a corresponding error can lead to a movement of several meters, depending on the vehicle. A reduction of the error times is possible, but comes in part to technical limits. A known concept is based on a monitoring of the function computer by a monitoring module in which a question-answer communication is performed between these components. The time between a question and an answer can not be further reduced due to the sequencing of the SW modules in the function computer (often> 10ms). Even if the times are reduced, it can have a negative impact on the system's availability as errors are debounced less quickly and result in faster shutdown. Even with short fault response times, rolling on a downhill road is likely to result in a roll larger than 10 cm after a "torque shock".

Die JP 63011434 beschreibt ein Verfahren, bei dessen Ausführung eine Drehzahl eines Vorderrads mit einem Referenzwert verglichen wird. Sofern die Drehzahl des Vorderrads kleiner als der Referenzwert ist, wird ein entsprechendes Signal erzeugt.The JP 63011434 describes a method, in the execution of which a speed of a front wheel is compared with a reference value. If the speed of the front wheel is less than the reference value, a corresponding signal is generated.

In der EP 0 900 711 A2 wird ein Steuergerät für die elektrische Leistung eines Motors beschrieben. Das Steuergerät soll so ausgelegt sein, dass bei einer Fahrzeuggeschwindigkeit unter einem vorgegebenen Wert ein von dem Steuergerät ausgeführter Vorgang automatisch abgebrochen wird.In the EP 0 900 711 A2 a control unit for the electric power of an engine is described. The control unit should be designed so that at a vehicle speed below a predetermined value, an operation performed by the control unit is automatically aborted.

Offenbarung der ErfindungDisclosure of the invention

Die Erfindung schafft ein Verfahren zur Steuerung eines Antriebsstrangs mit wenigstens einem Antriebsaggregat mit den Merkmalen des Patentanspruchs 1 und eine Vorrichtung zur Steuerung eines Antriebsstrangs mit wenigstens einem Antriebsaggregat mit den Merkmalen des Patentanspruchs 7.The invention provides a method for controlling a drive train with at least one drive unit having the features of patent claim 1 and a device for controlling a drive train with at least one drive unit having the features of patent claim 7.

Technischer Hintergrund ist, dass eine Abweichung der Sollfunktionalität des Antriebsaggregates erkannt werden kann und als Reaktion darauf das erste Signal erzeugt wird. Dieses erste Signal dient selbst oder als Auslöser für das Umsetzen von Maßnahmen, die einen sicheren Betrieb des Antriebsstrangs gewährleisten. Unter einem sicheren Betrieb des Antriebsstrangs wird hierbei verstanden, dass insbesondere die Wirkungen des Antriebsstrangs nach außen, also z. B. das wirkende Drehmoment an den Antriebsrädern entweder der Sollfunktionalität entsprechen, oder aber in einen betriebssicheren Zustand überführt werden.The technical background is that a deviation of the desired functionality of the drive unit can be detected and in response to the first signal is generated. This first signal is itself or as a trigger for implementing measures that ensure safe operation of the drive train. Under a safe operation of the drive train is understood here that in particular the effects of the drive train to the outside, ie z. B. the torque acting on the drive wheels either the desired functionality correspond, or be converted into a reliable condition.

Bereits bei einer geringeren Abweichung der Sollfunktionalität des Antriebsaggregates wird das erste Signal erzeugt, welches einen sicheren Betrieb des Antriebsstranges gewährleistet. Vorteilhaft kann so in Situationen, in denen bereits eine geringe Abweichung der Sollfunktionalität des Antriebsstrangs zu unerwünschten Auswirkungen führt, ein rascheres Eingreifen des Verfahrens und der Vorrichtung erfolgen und ein sicherer Betrieb des Antriebsstrangs gewährleistet werden. So wird bei Stillstand des Fahrzeugs bei Erkennen eines ungewollten Drehmoments eine Fehlerreaktion ausgelöst. Die Überwachung wechselt bei Stillstand des Fahrzeugs in den sensibleren Modus, mit kürzeren Fehlertoleranzzeiten und engeren Momentengrenzen. Bei Erkennung eines Fehlers wird eine Bremsfunktion aktiviert, z.B. ein aktives Bremsen über eine elektrische Bremse oder über Aktivierung einer Getriebesperre oder ein Bremsen über ein Doppelkupplungsgetriebe durch Schließen beider Kupplungen. In diesem Zustand besteht keine Gefährdung durch ungewollte Bewegung mehr.Even with a smaller deviation of the nominal functionality of the drive unit, the first signal is generated, which ensures safe operation of the drive train. Advantageously, in situations in which even a slight deviation of the nominal functionality of the drive train leads to undesirable effects, a faster intervention of the method and the device can be done and safe operation of the drive train can be ensured. Thus, when the vehicle is stationary when an unwanted torque is detected, an error reaction is triggered. The monitoring changes to the more sensitive mode when the vehicle is at a standstill, with shorter fault tolerance times and narrower torque limits. Upon detection of a fault, a brake function is activated, e.g. active braking via an electric brake or activation of a transmission lock or braking via a dual-clutch transmission by closing both clutches. In this state, there is no danger from unwanted movement.

Die Bremsvorrichtung wirkt einem Drehmoment des wenigstens einen Antriebsaggregates des Antriebsstrangs entgegenwirken. Vorteilhaft wird so der Antriebsstrang in einen sicheren Zustand überführt. So wird nicht allein das Drehmoment des Antriebsaggregates zurückgenommen, sondern das Fahrzeug wird durch andere Systeme aktiv gebremst. Somit wird ein Weiterrollen des Fahrzeugs durch insbesondere Trägheit des Fahrzeugs und/oder gespeicherte Energie im Antriebstrang (z.B. Wandler bei Automat-Getrieben), verhindert.The braking device acts counteract a torque of the at least one drive unit of the drive train. Advantageously, the drive train is transferred to a safe state. So not only the torque of the drive unit is withdrawn, but the vehicle is actively braked by other systems. Thus, vehicle rollback is prevented by, in particular, inertia of the vehicle and / or stored energy in the powertrain (e.g., automatic transmission converters).

Eine Weiterbildung der Erfindung ist dadurch gekennzeichnet, dass während der aktivierten Bremsfunktion ein Sollwert für ein Drehmoment einesA development of the invention is characterized in that during the activated brake function, a desired value for a torque of

Antriebsaggregates vorgebbar ist und ein Istwert des Drehmomentes erfasst wird. Wenn die Abweichung des Istwertes vom Sollwert kleiner als der Betrag des Abweichungswerts ist und/oder die Abweichung des Istwertes vom Sollwert kürzer als der vorgebbarer Betrag der Abweichungszeitdauer andauert, wird ein zweites Signal erzeugt. Dieses Signal deaktiviert die Bremsfunktion. Wenn dagegen die Abweichung des Istwertes vom Sollwert größer als ein vorgebbarer Betrag des Abweichungswerts ist und/oder die Abweichung des Istwertes vom Sollwert länger als ein der Betrag der Abweichungszeitdauer andauert, so wird ein drittes Signal erzeugt. Dieses stellt sicher, dass das Antriebsaggregat kein Drehmoment mehr abgibt. Technischer Hintergrund ist, dass nach der Aktivierung der Bremsvorrichtung die Sollfunktionalität des Antriebsaggrgates nochmals überprüft wird. Ist die Abweichung des Istwertes vom Sollwert des Drehmomentes des Antriebsaggregates kleiner als ein vorgebbarer Betrag des Abweichungswerts und/oder die Abweichung des Istwertes vom Sollwert kürzer als ein vorgebbarer Betrag der Abweichungszeitdauer, so wird die Bremsfunktion deaktiviert. Das bedeutet, dass keine signifikante Abweichung des Istwertes des Drehmomentes des Antriebsaggregates vom Sollwert mehr vorliegt. Die Sollfunktionalität des Antriebsaggregates ist wiedergegeben, somit ist insbesondere der Antriebsstrang wieder steuerbar. Aufgrund dessen wird die Bremsfunktion deaktiviert und der Antriebsstrang wieder normal angesteuert. Andererseits, wenn nach Aktivierung der Bremsfunktion dennoch die Abweichung des Istwertes vom Sollwert größer als ein vorgebbarer Betrag des Abweichungswertes ist und/oder die Abweichung des Istwertes vom Sollwert länger als ein vorgebbarer Betrag der Abweichungszeitdauer andauert, so wird ein drittes Signal erzeugt. Dieses Signal stellt sicher, dass das Antriebsaggregat kein Drehmoment mehr abgibt. Dies kann insbesondere dadurch realisiert werden, dass beispielsweise die Energiezufuhr zum Antriebsaggregat unterbrochen wird, indem z. B. die elektrische Energieversorgung des Antriebsaggregates dauerhaft getrennt wird, die Kraftstoffzufuhr gestoppt wird, keine Spannung mehr am Antriebsaggregat anliegt und/oder keine Pulswechselrichter Signale mehr abgegeben werden. Alternativ kann das Antriebsaggregat aktiv abgebremst werden oder die Antriebsräder werden mechanisch durch Öffnen einer Kupplung oder Auslegen eines Ganges des Getriebes vom Antriebsstrang getrennt.Drive unit can be specified and an actual value of the torque is detected. If the deviation of the actual value from the nominal value is less than the magnitude of the deviation value and / or the deviation of the actual value from the nominal value lasts shorter than the predefinable amount of the deviation time duration, a second signal is generated. This signal deactivates the brake function. If, on the other hand, the deviation of the actual value from the desired value is greater than a predefinable amount of the deviation value and / or the deviation of the actual value from the desired value lasts longer than the amount of the deviation time duration, then a third signal is generated. This ensures that the drive unit no longer delivers torque. The technical background is that after the activation of the braking device, the nominal functionality of the Antriebsaggrgates is checked again. If the deviation of the actual value from the nominal value of the torque of the drive unit is less than a predefinable amount of the deviation value and / or the deviation of the actual value from the nominal value shorter than a predefinable amount of the deviation time duration, then the braking function is deactivated. This means that there is no significant deviation of the actual value of the torque of the drive unit from the setpoint value. The nominal functionality of the drive unit is reproduced, thus in particular the drive train is controllable again. As a result, the brake function is deactivated and the drive train is driven normally again. On the other hand, if after activation of the brake function nevertheless the deviation of the actual value from the desired value is greater than a specifiable amount of the deviation value and / or the deviation of the actual value from the desired value lasts longer than a predefinable amount of the deviation time duration, a third signal is generated. This signal ensures that the drive unit no longer delivers torque. This can be realized in particular by, for example, that the power supply to the drive unit is interrupted by z. B. the electrical power supply of the drive unit is permanently disconnected, the fuel supply is stopped, no voltage is applied to the drive unit and / or no pulse inverter signals are more delivered. Alternatively, the drive unit can be actively braked or the drive wheels are mechanically separated by opening a clutch or laying out a gear of the transmission from the drive train.

Durch diese Funktionalität wird vorteilhaft die Möglichkeit geschaffen, die Fehlfunktionalität in einem betriebssicheren Zustand des Antriebsstrangs ein weiteres Mal zu überprüfen. Liegt die Fehlfunktionalität nicht mehr vor, so wird die Bremsfunktion deaktiviert und der Antriebsstrang wieder normal angesteuert. Liegt die Fehlfunktionalität weiter vor, so wird das Antriebsaggregat in einen Zustand überführt, in dem es kein Drehmoment mehr abgeben kann. Statt den Elektromotor irreversibel (bis zum nächsten Zündung Aus - Ein-Vorgang) abzustellen, wird bei sicher blockiertem Antriebstrang vom Steuergerät geprüft, ob der momentenrelevante Fehler weiter besteht. Falls nicht, kann ein sofortiger Wiederstart, insbesondere nach Meldung an den Fahrer, erlaubt werden. Damit kann die Anzahl der irreversiblen Absteller reduziert und die Verfügbarkeit erhöht werden.This functionality advantageously creates the possibility of checking the malfunction once more in a reliable condition of the drive train. If the malfunction is no longer present, the brake function is deactivated and the drive train is actuated normally again. If the malfunction continues, the drive unit is transferred to a state in which it can no longer deliver torque. Instead of irreversibly switching off the electric motor (until the next ignition off - on operation), the control unit checks whether the torque-relevant fault persists when the drive train is safely blocked. If not, an immediate restart can be allowed, especially after reporting to the driver. This can reduce the number of irreversible shelters and increase availability.

Eine Weiterbildung der Erfindung sieht vor, dass während der aktivierten Bremsfunktion eine Warnmeldung ausgegeben wird und ein Mittel zur Deaktivierung der Bremsfunktion vorgesehen ist, welches ein zweites Signal erzeugen kann. Dieses zweite Signal deaktiviert die Bremsfunktion. Technischer Hintergrund dieser Ausgestaltung ist, dass einem Bediener die Möglichkeit gegeben wird, das Verfahren zu beeinflussen. Dementsprechend wird bei aktivierter Bremsvorrichtung eine Warnmeldung ausgegeben, die den Bediener auf die Fehlfunktionalität und eventuell auf die sich darauf ergebenden Gefahren hinweist. Für den Fall, dass der Bediener den Antriebsstrang weiter ansteuern möchte, ist ein Mittel vorgesehen, mit dem er aktiv die Bremsfunktion deaktivieren kann. Insbesondere wird durch Betätigung des Mittels ein zweites Signal erzeugt, welches die Bremsfunktion deaktiviert. Vorteilhaft wird so eine Möglichkeit geschaffen, die automatische Funktion der Steuerung zu übersteuern. Statt den Elektromotor abzustellen, wird eine Warnung an den Fahrer gegeben, dass bei Deaktivierung der Bremse (z.B. über kurze Betätigung des Gaspedals) eine Bewegung erfolgen kann. Damit wird die Kontrollierbarkeit des Fehlers durch den Fahrer erhöht. Bei Deaktivierung der Bremse (z.B. über Betätigung des Gaspedals) wechselt das System aus dem Standbetrieb in einen ungebremsten Fahrbetrieb. Ein sofortiger Wiederstart kann erlaubt werden. In Folge kann damit die Anzahl der irreversiblen Absteller reduziert und die Verfügbarkeit erhöht werden.A development of the invention provides that during the activated brake function, a warning message is output and a means for deactivating the brake function is provided, which can generate a second signal. This second signal deactivates the brake function. The technical background of this embodiment is that an operator is given the opportunity to influence the process. Accordingly, when the brake device is activated, a warning message is issued informing the operator of the malfunctioning and possibly of the dangers resulting therefrom. In the event that the operator wants to continue to drive the powertrain, a means is provided with which he can actively disable the brake function. In particular, a second signal is generated by actuation of the means, which deactivates the braking function. Advantageously, such a possibility is created to override the automatic function of the controller. Instead of switching off the electric motor, a warning is given to the driver that when the brake is deactivated (eg by briefly pressing the accelerator pedal), a movement can take place. This increases the controllability of the error by the driver. When the brake is deactivated (eg by pressing the accelerator pedal), the system switches from stand-by mode to unrestricted driving. An immediate restart can be allowed. As a result, the number of irreversible shelters can be reduced and availability increased.

Eine Weiterbildung der Erfindung sieht vor, dass das erste Signal eine elektrische Bremse, eine Getriebesperre und/oder beide Kupplungen eines Kupplungsgetriebes als die wenigstens eine Bremsvorrichtung des Antriebsstrangs aktiviert. Technischer Hintergrund dieser Weiterbildung ist, dass unterschiedliche Bremsvorrichtungen verwendet werden können, um eine bremsende Wirkung zu erzielen, die dem Drehmoment des Antriebsaggregates entgegenwirkt. Vorteilhaft sind unterschiedliche Bremsvorrichtungen verwendbar, um die Bremsfunktionalität zu erzielen.A development of the invention provides that the first signal activates an electric brake, a transmission lock and / or both clutches of a clutch transmission as the at least one braking device of the drive train. The technical background of this development is that different braking devices can be used to achieve a braking effect, which counteracts the torque of the drive unit. Advantageously, different braking devices can be used to achieve the braking functionality.

Eine Weiterbildung der Erfindung ist dadurch gekennzeichnet, dass die Warnmeldung über den vorliegenden Defekt und die sich daraus ergebenden Gefährdungen informiert. Technischer Hintergrund und Vorteil dieser Weiterbildung sind, dass dem Bediener klar mitgeteilt wird, welcher Defekt vorliegt und welche Gefährdungen sich darauf ergeben können. In einem technischen System können sehr unterschiedliche Fehler mit sehr unterschiedlichen Ursachen und Auswirkungen auftreten. Es wird so die Möglichkeit geschaffen, dass der Bediener in Abhängigkeit dieser Informationen entscheiden kann, ob er die automatische Steuerung des Antriebsstrangs aktiv übersteuern möchte oder beibehalten will.A development of the invention is characterized in that the warning message informs about the present defect and the resulting hazards. Technical background and advantage of this development are that the operator is clearly informed, which defect is present and what hazards may arise thereon. In a technical system, very different errors with very different causes and effects can occur. This creates the possibility for the operator, depending on this information, to decide whether he wants to actively override the automatic control of the drive train or wants to maintain it.

Claims (7)

  1. Method for controlling a drive train having at least one drive assembly (102), in particular for a vehicle (101),
    wherein a setpoint value for a torque of the at least one drive assembly (102) can be predefined and an actual value of the torque is acquired, and wherein a first signal is generated which ensures reliable operation of the drive train if the deviation of the actual value from the setpoint value is greater than a predefinable absolute value of the deviation value and/or the deviation of the actual value from the setpoint value lasts for a longer time than a predefinable absolute value of the deviation time period,
    characterized in that
    when the vehicle (101) is in a stationary state there is a changeover into a more sensitive mode with a relatively low absolute value of the deviation value and/or of the deviation time period,
    wherein, if, during the stationary state of the vehicle, the deviation of the actual value from the setpoint value is greater than the relatively low value of the deviation value and/or the deviation of the actual value from the setpoint value lasts for a longer time than the relatively low value of the deviation time period, the generated first signal activates a braking function of at least one brake device (105) of the drive train.
  2. Method according to Claim 1, characterized in that during the activated braking function a setpoint value for a torque of a drive assembly (102) can be predefined and an actual value of the torque is acquired, and, if the deviation of the actual value from the setpoint value is smaller than the absolute value of the deviation value and/or the deviation of the actual value from the setpoint value lasts for a shorter time than the absolute value of the deviation time period, a second signal is generated which deactivates the braking function, and if the deviation of the actual value from the setpoint value is greater than the absolute value of the deviation value and/or the deviation of the actual value from the setpoint value lasts for a longer time than the absolute value of the deviation time period, a third signal is generated which ensures that the drive assembly (102) no longer outputs any torque.
  3. Method according to Claim 1, characterized in that during the activated braking function a warning message (106) is output and a means (107) for deactivating the braking function is provided which generates a second signal, wherein this second signal deactivates the braking function.
  4. Method according to Claim 1, characterized in that the first signal activates a brake, an electric brake (105), a gear lock (103) and/or both clutches of a double clutch mechanism as the at least one brake device (105) of the drive train.
  5. Method according to Claim 3, characterized in that the warning message (106) provides information about the defect which is present and the resulting hazards.
  6. Method according to Claim 3, characterized in that an operator control element, in particular an accelerator pedal, is provided as a means (107) for deactivating the braking function.
  7. Device for controlling a drive train having at least one drive assembly (102), in particular for a vehicle (101),
    wherein a setpoint value for a torque of of a drive assembly (102) can be predefined and an actual value of the torque is acquired,
    and wherein at least one means (108) is provided for generating a first signal which ensures reliable operation of the drive train if the deviation of the actual value from the setpoint value is greater than a predefinable absolute value of the deviation value and/or the deviation of the actual value from the setpoint value lasts for a longer time than a predefinable absolute value of the deviation time period,
    characterized in that
    when the vehicle (101) is in a stationary state there is a changeover into a more sensitive mode with a relatively low absolute value of the deviation value and/or of the deviation time period,
    wherein, if, during the stationary state of the vehicle, the deviation of the actual value from the setpoint value is greater than the relatively low value of the deviation value and/or the deviation of the actual value from the setpoint value lasts for a longer time than the relatively low value of the deviation time period, the generated first signal activates a braking function of at least one brake device (105) of the drive train.
EP09760522.4A 2008-12-09 2009-11-25 Method and device for controlling a drive train Active EP2376307B1 (en)

Applications Claiming Priority (2)

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DE102008054424.8A DE102008054424B4 (en) 2008-12-09 2008-12-09 Method and device for controlling a drive train
PCT/EP2009/065824 WO2010066581A2 (en) 2008-12-09 2009-11-25 Method and device for controlling a drive train

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EP2376307A2 EP2376307A2 (en) 2011-10-19
EP2376307B1 true EP2376307B1 (en) 2014-01-15

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US (1) US8543311B2 (en)
EP (1) EP2376307B1 (en)
JP (1) JP5453448B2 (en)
CN (1) CN102317102B (en)
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WO (1) WO2010066581A2 (en)

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WO2010066581A2 (en) 2010-06-17
CN102317102B (en) 2014-07-09
JP5453448B2 (en) 2014-03-26
US8543311B2 (en) 2013-09-24
DE102008054424A1 (en) 2010-06-10
WO2010066581A3 (en) 2011-10-27
EP2376307A2 (en) 2011-10-19
JP2012511888A (en) 2012-05-24
DE102008054424B4 (en) 2020-09-03
US20110264341A1 (en) 2011-10-27

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